Bulk-cargo carrying ship



Oct. 3, 1961 G. w. CULP ETAL BULK-CARGO CARRYING SHIP 3 Sheets-Sheet 1Filed April 9, 1959 INVENTORS I. Emmet-s rr ,q/vsys Oct. 3, 1961 s. w.CULP ET'AL 3,002,634

BULK-CARGO CARRYING SHIP Filed April 9, 1959 3 Sheets-Sheet 2 to V Oct.3, 1961 Filed April 9, 1959 G. w. CULP ETAL 3,002,634

BULK-CARGO CARRYING SHIP 5 Sheets-Sheet 3 UH WI \1') Tij 4:

INVENTORS nited States Patent 3,002,634 BULK-CARGQ (SAYING SHIP GordonW. Culp, Glendora, Qalili, John J. MeMulien, Saddle River, Ni, andThomas F. Bridges, Great Neck, N.Y., assignors to John J. McivlullenAssociates, Hohoken, N..l., a corporation of New Jersey Filed Apr. 9,1959, Ser. No. 805,197

4 Claims. (Cl. 214--15) This application relates to ships for carryingbulk cargo such as raw or semi-refined sugar, all types of grain,fertilizer, bauxite and other ores or ore concentrates, copra, sulphur,and Other such generally dry cargo which is usually carried in bulk.More particularly, the invention relates to such ships which haveinstalled bulk-cargo materials handling equipment for loading orunloading the cargo and which impart to the ship what is commonly knownas a self-loading or self-unloading feature thereof.

The materials handling equipment permanently installed aboard the shipusually consists of conveyors and elevators and the like which move thecargo material directly either into or out of relatively large cargoholds of the ship wherein it is stored. Depending upon the type andarrangement of the apparatus, the ship will be capable of eitherself-loading or self-unloading or both, and these operations will beeither more or less efficient and economical. Moreover, the complexityand arrangement of the selected equipment will determine whether theship need be designed specially or extensively modified for theinstallation, and will determine whether initial installation costs willbe high or low. The location of the apparatus on board the ship mayaflectits acces sability and its susceptability to damage orinterference be the cargo materials being handled, all of which mayadversely afiect maintenance costs.

Accordingly, it is an object of the present invention to provide a shipfor storing and transporting bulk cargo as has been described which isprovided with bulk-cargo materials handling apparatus arranged in asimple and effective manner to impart eficiency and economy to bothself-loading and self-unloading operations of which the ship is capable.The several pieces of equipment are intended to be of a generallyconventional and durable type, thereby contributing to reduced costs ofinstallation and maintenance. Another object in the arrangement of theapparatus is to provide accessibility for maintenance of all of theseveral components and to avoid location thereof in places where theymay become clogged or otherwise interfered with or damaged by the cargomaterial.

Ships which have been designed heretofore for the intended purpose moreoften incorporate special features in the construction of the bull orinterior portions in order to accommodate the materials handlingequipment. These features normally involve a reduction in the otherwiseavailable cargo carryingcapacity of the ship, and a heightening of thecenter of gravity of the loaded vessel which tends towards instabilityof the ship while travelling in a seaway. It is therefore another objectof the present invention to provide a self-loading and self-unloadingtype bulk-cargo carrying vessel wherein the space available for carryingcargo is more fully utilized and the center of gravity of the ship whenloaded will be relativelylow.

The invention includes drag scraper means for levelling the cargomaterial and for hauling the material from within the holds of thevessel. Where drag scrapers have been employed somewhat satisfactorilyheretofore, more often it has been found necessary to alter the normalinterior structure of the ship to provide separate space in the form oftunnels and the like in which the fifidzfil'ii Patented Get. 3, 1961drag scrapers operate with relative freedom from interference by thecargo material which is stored in cargo holds located generallythereabove. The tunnel or similar scraper passage structure is situatedat or near the bottom of the ship and the cargo material is gravity fedthereinto from the storage holds. Not only do such arrangements effect aheightening of the center of gravity of the loaded ship, but the gatesthrough which the cargo material passes into the tunnel and thus to thescraper are often a source of trouble caused by jamming of the gateapparatus, or by hanging up" of the cargo material in the gate passage.in turn, these arrangements limit the type of cargo which may be carriedby the ship to those which will liow freely through such gates orhoppers. It is an object of the present invention to avoid such specialship construction and thereby these attending difficulties. A furtherobject is to provide a ship which is universal with regard to the typeof generally dry bulk-cargo which may be carried. The ship having theapparatus hereinafter to be described is intended to be capable ofcarrying bulk cargo of practically any type which may be in powderedform or otherwise, within an extremely wide range of particle size.

In other drag scraper arrangements which have been heretofore provided,the operation of the scraper has been inflexible with regard to thedirection of its movement, with consequent inefficiency in the moving ofthe cargo within the hold. Usually the scraper can be moved only along afixed path, confined by the line of haul of the cables attached thereto,and attempts to provide for scraper movement in lateral direction havebeen generally unsuccessful. Accordingly, it is a principal object ofthe invention to provide drag scraper apparatus within the cargo holdsof a ship of the type described which is arranged and constructed toeifect great latitude of control over the direction of movement of thescraper during self-loading and self-unloading operations.

So as to more effectively remove all of the cargo contents from theholds of bulk-cargo carrying vessels it has heretofore been thoughtnecessary that the holds be constructed with sloping sides or bottoms tocause the cargo material to fall towards the drag scrapers therewithin.Such necessity has been brought about partly by the aforementionedlimited direction of movement of the drag scrapers, and partly by theinherently tacky nature of many types of cargo which are normallycarried in bulk. It is therefore another object of the invention toprovide drag scraper apparatus which will operate within the cargo holdsin a manner so as to avoid the necessity of constructing the holds withsloping sides or bottoms. Construction of normal flat-bottomed holds inbulk-cargo carrying ships, which construction is permitted by thepresent invention, is more economical. Moreover, cargo carrying space isenlarged, and the facility with which the cargo may be completelyemptied and cleared from the holds is increased.

It is still another object of the invention to provide a ship havingbulk-cargo materials handling equipment operable by relatively fewoperating personnel. Although more operators may be employed as desired,the object encompasses the goal .of almost complete automation of theself-loading and self-unloading operations by means which will bedescribed.

.In general, the invention consists of a ship for carrying cargo in bulkand having materials handling apparatus arranged and constructed foreconomical and eflicient handling of the bulk-cargo material. The ship,which may be a steamship or a barge, has a number of large, relativelyflat-bottomed holds within which the cargo is stored. A cable-suspended,crescent-type drag scraper is mounted for operation within each hold tomove the cargo material. The scraper has the usual 3 inhaul and backhaulcables attached for imparting hauling movement, both of the cables beingWiIlCh Operated from outside the hold and usually from the main deck ofthe ship.

The backhaul cable is reeved through a sheave on a novel shifter trolleywhich is moveable along a transversely extending I-beam, or monorail,attached to a bulkhead at the end of the hold which is opposite to thatend from which the cargo material is discharged. The shifter trolley maybe moved and held in any location along the monorail by cables attachedto each side which pass around a common winch, or by other conventionalshifting and holding arrangements. The backhaul cable of the scraperalso is reeved through another sheave which is attached to a haulertrolley mounted for movement along an overhead I-beam, or monorail,which extends the length of the cargo hold. The hauler trolley also maybe shifted and held in any location along the monorail by conventionalshifting and holding apparatus. It has been found that location of thehauler trolley monorail along one side of the hold, preferably theoutboard side, permits greater flexibility of movement of the scraper,and greater facility of control over scraper movement from outside ofthe hold, preferably from the main deck. The novel apparatus andarrange- 'ment described provides controlled movement of the scraper inboth longitudinal and transverse, or lateral direction. This flexibilityof scraper movement, in turn avoids the necessity for providing steepsloping sides or bottoms in the holds, thereby permitting greaterutilization of available cargo space as well as facility for completelyemptying the hold of the cargo material.

An inclined ramp at the discharge end of each cargo hold elevates thescraper which hauls the cargo material as it moves to discharge througha grill at the top of the ramp. The ramp extends from the bottom of thehold to an elevation above an upper deck of the ship, usually the maindeck. Directly beneath the grill, and attached permanently to the deck,is a surge hopper which momentarily stores the surge of material fromthe scraper, feeding it gradually and uniformly through a bottom openingand on to a transversely arranged pan feeder conveyor therebelow whichis also attached to the deck.

The several feeder conveyors discharge the material in inboard directionon to a single, longitudinally extending belt conveyor mounted at thecenter of the deck. The longitudinal conveyor, being the commondischarging source for all of the feeder conveyors, carries all of thematerial being removed from the holds to discharge on to a transverselyarranged, belt-type shuttle conveyor located at one of its ends, usuallytowards the after portion of the shi The transverse shuttle conveyorcarries the material to discharge on a boom conveyor, preferably of abelt-type, pivotally mounted at one of its ends at the side of the deckto be swung outboard of the ship. The boom conveyor delivers thematerial to receptacles on the dock.

In a preferred arrangement, two such boom conveyors are attached to thedeck, one at each side with their materials receiving ends generally inline with the end of the longitudinal conveyor, making it possible tounload the ship towards either side. The shuttle conveyor is mounted onrails for translatory rolling movement on the deck so that it may beshifted towards either boom conveyor depending upon at which side of theship the cargo is to be unloaded.

Where the shuttle conveyor is of a belt-type, it will receive thematerials by gravity discharge oif the end of the longitudinal conveyorand carry it, in turn, to gravity discharge upon one of the boomconveyors. The shuttle conveyor is therefore adapted for adjustment toan inclined position, with one end beneath the materials discharge fromthe longitudinal conveyor and the other end over the materials receivingend of one of the boom '4 conveyors. The direction of incline must, ofcourse, be reversible so that the same arrangement will be effectedwhenever the shuttle conveyor is shifted across the deck for operationwith the boom conveyor on the opposite side.

Each boom conveyor is pivotable in vertical direction, as well aslaterally, to eifect an incline thereof as necessary depending upon theheight of the unloading dock, or other such conditions exterior of theship.

Both boom conveyors, the shuttle conveyor, and the longitudinal conveyorare reversible with regard to the direction in which material may becarried. By reversing the incline of the shuttle conveyor to receive thedischarge from the boom conveyor and deposit it on the longitudinalconveyor, bulk-cargo material may be loaded on to the boom conveyor fromthe dock for delivery into the cargo holds of the vessel. Of course,means such as scraper bars or 'belt tn'pper arrangements must beprovided on the longitudinal conveyor to cause the material to dischargelaterally therefrom into the holds. The material drops through hatchwaysin the main deck directly into each hold, there to be spread about bythe very flexible movement of the drag scraper apparatus heretoforedescribed. Alternatively, bulk-cargo trimmer apparatus, of conventionaltype, may be used to spread the material evenly throughout the hold.

These so-called self-loading and self-unloading operations may beperformed by relatively few operating personnel. It may be preferred toplace one operator in control of each cargo hold, operating the scrapertherewithin. However, it is seen that the ability to control veryflexible drag scraper movements in all of the holds from the main deck,which is provided by the described apparatus and arrangement, wouldpermit centralized operation of all of the scrapers. If results are notthought adequately observed from the upper deck, a television camera maybe provided within each hold for remote viewing of the scraper actiontherewithin.

The invention and other objects and features thereof will become morefully apparent from the following detailed description and by referenceto the several figures of the drawings.

FIGURE 1 is a plan view of a portion of a bulkcargo ship built inaccordance with, and having the apparatus of the invention, the figurebeing shown partly in section taken at lines 11 of FIGURE 2;

FIGURE 2 is a sectional profile view of a portion of the same ship shownby FIGURE 1, the section taken at lines 22 of FIGURES 1 and 3;

FIGURE 3 is a front view elevation of the same ship, partially insection taken along lines 33 of FIGURE 1;

FIGURE 4 is an enlarged plan view of a pair of cargo holds of the ship,in section taken just below the main deck, to point out interiorfeatures thereof, and the invention in more detail; and

FIGURE 5 is a sectional profile view taken along lines 5-5 of FIGURE 4.

Referring to the several figures of the drawings, in which like elementsare similarly numbered throughout, it is to be understood that the rulesof good draftsmanship have not been exactly followed throughout but thatthe drawings are intended merely to serve the purpose of thisdisclosure.

With particular reference being had to FIGURES 1-3, a portion of a ship10 for carrying bulk-cargo, such as sugar, various grains, various ores,cement, and the like, has an upper deck 11 which may be the main deck, alongitudinal centerline bulkhead 12, transverse bulkheads 13, a flatinner bottom 14, and bulk-cargo holds 15. The bow of the ship isgenerally indicated by the numeral 16, and all of the usualsuperstructure or parts of the ship not involved by the presentinvention have been eliminated. The ship 10 is generally a wall-sidedvessel having port and: starboard sides 17 of the hull. The ship 10 willusually have a plurality of bulk-cargo holds which are arranged in pairsalong the length of the ship, one such hold of each pair being locatedon either side of the longitudinal bulkhead 12.

An inclined ramp 18 is constructed at one end of each hold 15, that endof the hold being referred to as the discharge end. The ramp 18 extendsin fore and aft direction from the bottom 14- of the hold to anelevation, or height, above the upper deck 11, which deck is that onwhich other materials handling apparatus is mounted or attached in themanner to be described. Each ramp 18 passes through, and rests on theappropriate end of a deck opening 19 in the deck 11. The openings 19 aresufficiently large to permit the passage therethrough of the dragscrapers 20 when travelling on the ramps 18 hauling cargo material beingunloaded from the ship, as Will be described, and the openings 19 willof course be provided with suitable covering means (not shown) to closethe same when not in use for their intended purpose.

The drag scrapers 20 are crescent-shaped, and are completely open attheir bottoms particularly for the purpose of discharging materials, aswill be seen. The top portions of the scrapers may also be completelyopen. During unloading operations, the drag scrapers 20 haul bulkcargomaterial up the ramps 18, discharging it by gravity through grillopenings 21 in the ramp at the upper, or top end 22 thereof. The grillopenings 21 are rather large so as not to limit to any appreciableextent the size of materials which may pass therethrough, the grillsbeing intended only to prevent the scrapers themselves from fallingthrough these ramp openings. Arrangements, such as guide rails for thescrapers, etc., which would not involve such grills might also bedevised for the purpose. Suitable stops and guides on the ramps (notshown) will further control the scrapers thereon.

The materials discharge from the scrapers 20 through the grill openings21 is received by surge hoppers 23 attached on the deck 11 immediatelybeneath each of the top ends 22 of the ramps 18. The hoppers 23momentarily store the bulk-cargo material, which is received in surgesfrom the drag scrapers 2i and discharges the material by gravity flow ina gradual, uniform manner through the generally unrestricted openings 24in the bottoms thereof. The openings 24 might be equipped with gates(not shown) to control the rate of flow of materials therethrough.

The materials discharge from the hoppers 23 through the openings 24,flows by gravity on to transverse feeder conveyors 25 situatedtherebelow which are attached to the deck 11. Each feeder conveyor 25 ispreferably of the pan-type, being a series of rather shallow bucketsarranged in apron fashion on chains passing around a pair of endpulleys. Other types of feeder conveyors might be substituted, ofcourse. The conveyors 25 are arranged to carry materials transversely ofthe ship 11) in inboard direction towards the centerline 12.

The bulk-cargo material being unloaded from the ship falls, by gravitydischarge, from the inboard ends of all of the feeder conveyors 25 on toa single, longitudinal conveyor 26 which is attached to deck 11 alongthe centerline 12. The longitudinal conveyor 26 is preferably a belttypeconveyor of usual construction, but other types might be employed. Theorienting of the conveyor 26 and the feeder conveyors 25 is such thatthe discharging ends of the feeders will be located over the belt of theconveyor 26 so that the material will fall on to the latter. So that itmay be used in the loading of bulk-cargo into the holds 15, as will bedescribed, the longitudinal conveyor 26 extends the length of all of theholds 15, as shown more clearly by FIGURE 1.

In the embodiment shown by the drawings, the longitudinal conveyorcarries the material towards the after portion of the ship duringunloading. The material is normally discharged by gravity off the end ofthe conveyors 26 on to atransverse shuttle conveyor 27, which is alsopreferably of the belt type. The shuttle conveyor 27 carries thematerials discharge from conveyor 26 to discharge on one of the boomconveyors 28. Thus, the shuttle conveyor 27 is of a length approximatelyequal to the half-width of the ship 10. The shuttle conveyor frameapparatus has wheels for mounting the unit on transversely extendingrails 29 attached to the deck 11. This provides convenient means forshifting the shuttle conveyor 27 in translatory movement across the deck11 to be oriented with the boom conveyor 28 at the opposite side of thedeck. Thus, the shuttle conveyor is capable of carrying the cargomaterial towards either side 17 of the ship for discharge.

For proper handling of the cargo material during unloading, where theconveyors 26, 27 and 28 are of the belt type, the shuttle conveyor 27should be oriented with its materials receiving end below thedischarging end of the conveyor 26 and with its materials dischargingend above the receiving end of a boom conveyor 28. It is thereforepreferred that the frame apparatus of the shuttle conveyor 27 be adaptedby conventional means (not shown) for adjusting the conveyor 27 to aninclined position appropriate for the purpose. These frame apparatusmeans must also be capable of causing reversed incline, in similarmanner, when the shuttle conveyor 27 is shifted, or moved in translatorymanner across the deck for discharging material on to the opposite boomconveyor 28. Because the shuttle conveyor is employed in self-loadingoperations, as will be later described, its frame apparatus shouldinclude means for elevating its ends to a height greater than that ofthe longitudinal conveyor 26.

Boom conveyors 28 are pivotally connected to deck 11 at their inboardends (with reference to their positions for use during loading andunloading operations) as more clearly appears by reference to FIGURE 1.The A frame, or other pivotal mounting apparatus has been omitted fromthe drawings for clarity. Thus, boom conveyors 28 may be pivoted, orswung outboard of the ship within the plane of their lateral movement.

The boom conveyors 28 receive and carry the materials discharge fromshuttle conveyor 27 to discharge outboard of the ship on theirrespective sides. To impart greater flexibility to loading and unloadingoperations, and because of possible variety in dock elevations or theheights of receptacles on the dock to which or from which materials areto be carried, the boom conveyors 28 are adjustable by means (not shown)for pivotal movement in a vertical plane about their inboard ends 30.Thus, they may be pivoted up or down to more accurately discharge orreceive materials at the dock.

The novel apparatus for mounting the drag scrapers 20 within cargo holds15, and which imparts great flexibility of control over the movement ofthe scrapers, is best described with reference being made particularlyto FIG- URES 4 and 5 which show in sectional detail a typical pair ofcargo holds of the vessel. The inner bottom 14 provides a flat bottomsubstantially throughout the hold. Only the interior peripheral edges ofthe hold are sloped, the slope plates 31 being provided intercostally ofthe necessary vertical framing 32. Thus the entire hold is said to berelatively flat-bottomed. Slope plates 31 prevent hanging up of thescraper 20 on the framing 32.

An overhead monorail 33, generally an I-beam, is attached to theceiling, or overhead structure in each hold 15 and extending inlongitudinal direction substantially the entire length of the hold. Themonorail 33 should be attached near the outboard side of each hold 15. Ahauler trolley 34 is mounted for rolling movement along monorail 33 bymeans of wheels 35. The hauler trolley 34 has a cable sheave means 36attached thereto, the sheave means preferably including a universal-typeswivel connection 37.

Attached to the transverse bulkhead 13 at the interior end of the hold15, which is opposite the ramp 18 at the discharge end of the hold, is asecond monorail 38. The

monorail 38 extends in transverse direction across substantially thewidth of the hold 15, and, for reasons which will become apparent, issituated in vertical direction at an elevation which is below themidpoint or middle waterplane level of the hold 15. A shifter trolley39, having sheave means 4%, is mounted for rolling movement alongmonorail 38 by wheels 41. The sheave means 40 preferably include theuniversal-type swivel connection 42.

The drag scraper 20 in each hold has a backhaul cable 43 attached at itsback, or closed end, and an inhaul cable 44 which is attached to itsfront, or open end by means of the yoke, or bridle arrangement 45. Thebackhaul cable 43 is reeved through the sheave 40 of the shiftertrolley-39 and thence through the sheave 36 of the hauler trolley 34.Both cables 43, 44 lead out of the hold 15 through deck opening 19,having first passed beneath chafing guard roller 46 at the ceiling ofthe hold, all as indicated by the drawings. A winch 47 at each hold onthe deck 11, as shown in FIGURE 1, operates both the backhaul cable 43and the inhaul cable 44 to impart hauling movement to the scraper 20.The connection of the cables to the winch for such operation iswell-known and need be neither described nor illustrated in thisdisclosure.

Both the hauler trolley 34 and the shifter trolley 39 may be shiftedalong their respective monorails, to any location therealong, and heldin such location. The manner of shifting and holding such trolleys alonga monorail is also well-known and any preferred power operatedarrangement for doing the same from remote location, such as by means ofa winch and cables, is acceptable and need not be indicated here.

By shifting the shifter trolley 39 along its monorail 38, the dragscraper may be moved in lateral direction in conjunction with a tautcondition in the cables 43, 44 and the location of the hauler trolley 34along its monorail. Thus, together with the hauling movement of thecables 43, 44 the capability of the apparatus to laterally shift thescraper within the hold imparts great flexibility to the range ofmovement of the scraper, and hence more eificient control over themoving of the cargo material. This latitude of movement also permits thecargo hold to be constructed having a relatively flat bottom, therebyavoiding sloping sides and bottom construction which would reduce theotherwise available cargo-carrying space therein and which would tend toelevate the center of gravity of the cargo-laden ship.

The cables 43 and 44 are controlled from the deck 11 and not from withinthe hold, a feature not found in other arrangements, which permitslocation of the hauling winches at places other than within the cargoholds. The advantages in installation and to maintenance are obvious.This feature Will also permit all of the cables to be run to centrallylocated winches, thereby providing for more efiicient use of deck space,or to a centrally located operating station, thereby avoiding the needfor operating personnel at each of the cargo holds 15. Where centraloperation is employed, a conveniently located remote control televisioncamera 48 may be installed for viewing within each hold 15, as indicatedin FIGURES 2 and 5.

Because the ramp 18 extends out from the hold 15 to an elevation, orsignificant height above deck 11 upon which all of the materialshandling apparatus other than the scraper apparatus is located, noelevator or other equipment need be located within the cargo holds. Thisfeature, also not found in other arrangements, avoids installation andmaintenance problems, and permits greater utilization of available cargocarrying space.

Thus, apparatus and an arrangement thereof has been described which isextremely simple and effective for imparting a self-unloading feature tobulk-cargo carrying ships. The unloading operation itself has beendescribed, and there remains the description of the simple additionalapparatus and features which will impart a self-loading capability tothe ship.

The boom conveyors 28, and the shuttle conveyor27,

aswell as the'longitudinal conveyor 26 are operated in reversedmaterials carrying direction during self-loading operations. Cargomaterial is fed from the dock on to the boom conveyor 28 from whence itis discharged on to the shuttle conveyor 27 for delivery and dischargeon to longitudinal conveyor 26. Shuttle conveyor 27 is, of course,oriented with regard to its inclined position as aforesaid for thisoperation.

The deck 11 is provided with bulk-cargo loading hatchways 49 throughwhich bulk-cargo materials will pass into the holds 15, as shown inFIGURE 1. These hatchways 49 are disposed in longitudinal direction oneither side of the centerline 12 of the ship so as to be alongside thelongitudinal conveyor 26 to receive material which is gravity dischargedtherefrom during the loading.

The longitudinal conveyor 26 is provided with any standard typebelt-tripper or unloading bar means to cause the conveyed material to bedischarged laterally, or to either of the sides of the belt, to fallinto the holds 15 through hatchways 49. The longitudinal conveyor-26 islong enough, as shown in FIGURE 1, to carry cargo material to all of theholds 15.

Any standard type of bulk-cargo trimmer apparatus (not shown) may beemployed within the holds to spread the cargo material evenly throughoutas it falls through hatchways 49. However, need for such trimmerapparatus has been avoided by the novel drag scraper mounting apparatusand arrangement described. The great flexibility of movement of thescraper which has been provided will permit use of the scrapers tospread the material within the holds during loading operations.

Other features and apparatus might be incorporated Within the generalarrangement and construction provided by the invention Without departingfrom the principles thereof. For example, hoppers 23 might be providedwith vertically arranged gate means at their inboard sides above feeders25 to regulate the depth of the material flow upon the feeders. Butthese modifications, or the substitution of equivalent apparatus forthat described, do not alter the invention in principle.

What is claimed is:

1. A ship for carrying bulk-cargo within a plurality of relativelyfiat-bottomed cargo holds thereof, said ship having bulk-cargo materialshandling apparatus comprising drag scraper means within each of saidholds for moving said bulk-cargo materials stored therein to dischargeat one end of the hold, a ramp at the discharge end of each of saidholds for elevating the drag scraper when the latter is moving saidmaterial to gravity discharge at the upper end of said ramp, said rampof each hold extending from the bottom thereof to an elevation above anupper deck of said ship, a surge hopper mounted on said upper deck belowthe top of each of said ramps for receiving the materials discharge ofsaid drag scrapers, a feeder conveyor mounted on said deck below each ofsaid hoppers for receiving the materials discharge therefrom andcarrying the same to gravity discharge at one end of said feederconveyor, a centrally located longitudinal belt conveyor mounted on saiddeck for receiving and carrying the materials discharge from all of saidfeeder conveyors to gravity discharge at an end of said longitudinalconveyor, a boom conveyor mounted at one of its ends on said deck at aside thereof for pivotal movement out beyond said side for carrying anddischarging bulk cargo materials outboard of said ship, said mounted endof the boom conveyor being located in substantially the same plane offrame of said ship as said discharging end of the longitudinal conveyor,and a transverse belt shuttle conveyor on said deck arranged forreceiving and carrying the materials discharge from said longitudinalconveyor to gravity discharge on said boom conveyor, whereby said shipis self-unloading of said bulk-cargo.

2. A ship for carrying bulk-cargo within a plurality of relativelyfiat-bottomed cargo holds thereof, said ship having bulk-cargo materialshandling apparatus within 9 each of said holds comprising a firstmonorail attached to the ceiling of the hold and extendinglongitudinally substantially the length thereof, a hauler trolleymounted for movement along said first monorail, sheave means of saidhauler trolley, means for shifting the location of said hauler trolleyalong said first monorail and for holding the trolley in said location,a second monorail attached to one end of the hold and extendingtransversely substantially the width thereof, a shifter trolley mountedfor movement along said second monorail, sheave means of said shiftertrolley, means for shifting the location of said shifter trolley alongsaid second monorail and for holding the trolley in said location, aninclined ramp at the opposite end of the hold extending from the bottomthereof to an elevation above an upper deck of said ship, and a dragscraper mounted for moving said bulk-cargo material stored Within thehold the length thereof to gravity discharge at the top of said ramp,the drag scraper having an inhaul cable and a backhaul cable attachedthereto, the backhaul cable being reeved through both the said sheavemeans and both the said cables leading to said opposite end of the hold,the drag scraper being shiftable laterally within the hold by movementof said shifter trolley, and said ship having means for operating saidinhaul and backhaul cables from said upper deck to impart haulingmovement to the drag scraper, and materials handling apparatus mountedon said deck for receiving and carrying the materials discharge from allthe said scrapers to discharge outboard of said ship, said deckmountedmaterials handling apparatus comprising a surge hopper below the upperend of each of said ramps for receiving the materials discharge fromsaid drag scrapers, a feeder conveyor transversely of said ship beloweach of said hoppers for receiving and carrying the materials dischargetherefrom to gravity discharge at the inboard end of said feederconveyor, a centrally located longitudinal conveyor for receiving andcarrying the materials discharge from all of said feeder conveyors togravity discharge at an end of said longitudinal conveyor, and conveyormeans transversely of said ship at the discharge end of saidlongitudinal conveyor for receiving and carrying the materials dischargetherefrom to discharge outboard beyond a side of said ship, whereby saidship is self-unloading of said bulk-cargo.

3. A ship for carrying bulk-cargo within a plurality of relativelyflat-bottomed cargo holds thereof, said ship having bulk-cargo materialshandling apparatus Within each of said holds comprising a first monorailattached to the ceiling of the hold and extending longitudinallysubstantially the length thereof, a hauler trolley mounted for movementalong said first monorail, sheave means of said hauler trolley, meansfor shifting the location of said hauler trolley along said firstmonorail and for holding the trolley in said location, a second monorailattached to one end of the hold and extending transversely substantiallythe width thereof, a shifter trolley mounted for movement along saidsecond monorail, sheave means of said shifter trolley, means forshifting the location of said shifter trolley along said second monorailand for holding the trolley in said location, an inclined ramp at theopposite end of the hold extending from the bottom thereof to anelevation above an upper deck of said ship, and a drag scraper mountedfor moving said bulk-cargo maten'al stored with the hold the lengththereof to gravity discharge at the top of said ramp, the drag scraperhaving an inhaul cable and a backhaul cable attached thereto, thebackhaul cable being reeved through both the said sheave means and boththe said cables leading to said opposite end of the hold, the dragscraper being shiftable laterally within the hold by movement of saidshifter trolley, and said ship having means for operating said inhauland backhaul cables from said upper deck to impart hauling movement tothe drag scraper, and materials handling apparatus mounted on said deckfor receiving and carrying the materials discharge from all the saidscrapers to discharge outboard of said ship, said deck-mounted ma:terials handling apparatus comprising a surge hopper below the upper endof each of said ramps for receiving the materials discharge fiom saiddrag scrapers, a feeder conveyor transversely of said ship below each ofsaid hoppers for receiving and carrying the materials dischargetherefrom to gravity discharge at the inboard end of said feederconveyor, a centrally located longitudinal conveyor for receiving andcarrying the materials discharge from all of said feeder conveyors togravity discharge at one end of said longitudinal conveyor, a boomconveyor mounted at one of its ends at a side of said deck for pivotalmovement out beyond said side for carrying and discharging saidbulk-cargo materials outboard of said ship, said mounted end of the boomconveyor being located in substantially the same plane of frame of saidship as said discharging end of the longitudinal conveyor, and atransverse shuttle conveyor arranged for receiving and carrying thematerials discharge from said. longitudinal conveyor to gravitydischarge on said boom conveyor, whereby said ship is self-unloading ofsaid bulk-cargo.

4. A ship for carrying bulk-cargo within a plurality of relativelyflat-bottomed cargo holds thereof, said ship having bulk-cargo materialshandling apparatus within each of said holds comprising a first monorailattached to the ceiling of said hold-s and extending longitudinallysubstantially the length thereof, a hauler trolley mounted for movementalong said first monorail, sheave means of said hauler trolley, meansfor shifting the location of said hauler trolley along said firstmonorail and for holding the trolley in said location, a second monorailattached to one end of the hold and extending transversely substantiallythe width thereof, a shifter trolley mounted for movement along saidsecond monorail, sheave means of said shifter trolley, means forshifting the location of said shifter trolley along said second monorailand for holding the trolley in said location, an inclined ramp at theopposite end of the hold extending from the bottom thereof to anelevation above an upper deck of said ship, and a drag scraper mountedfor moving said bulkcargo material stored within the hold the lengththereof to gravity discharge at the top of said ramp, the drag scraperhaving an inhaul cable and a backhaul cable attached thereto, thebackhaul cable being reeved through both the said sheave means and boththe said cables leading to said opposite end of the hold, the dragscraper being shiftable laterally Within the hold by movement of saidshifter trolley, and said ship having means for operating said inhauland backhaul cables from said upper deck to impart hauling movement tothe drag scraper, and materials handling apparatus mounted on said deckfor receiving and carrying the materials discharge from all the saidscrapers to discharge outboard of said ship, said deck-mounted materialshandling apparatus comprising a surge hopper below the upper end of eachof said ramps for receiving the materials discharge from said dragscrapers, a feeder conveyor transversely of said ship below each of saidhoppers for receiving and carrying the materials discharge therefrom togravity discharge at the inboard end of said feeder conveyor, acentrally located longitudinal conveyor for receiving and carrying thematerials discharge from all of said feeder conveyors to gravitydischarge at one end of said longitudinal conveyor, a boom conveyormounted at one of its ends at each side of said deck for pivotalmovement out beyond the corresponding side of said ship for carrying anddischarging said bulk-cargo materials outboard of said ship, saidmounted end of each boom conveyor being located in substantially thesame plane of frame of said ship as said discharging end of thelongitudinal conveyor, and a transverse shuttle conveyor arranged forreceiving and carrying the materials discharge from said longitudinalconveyor to gravity discharge on one of said boom conveyors, saidshuttle conveyor being adapted for translator-y movement on said decktransversely of 1 1 12 said ship between said longitudinal conveyor andeach 1,547,290 Beaumont July 28, 1925 of said boom conveyors, wherebysaid ship is seIf-unload- 1,604,676 Bolton Oct. 26, 1926 ing of saidbulk-cargo towards either side of said ship- 1,741,167 Smith Dec. 31,1929 r 1,754,824 G A i 15, 1930 References Cited in the file of thispatent 5 1 787 025 il s; 2; 30, 1930 UNITED STATES PATENTS 1,808,862Peterson June 9, 1931 757,858 Andrews Apr. 19, 1904

